Gasolene-engine.



No. 717,4!7. Patented Dec. 30, I902.

E. E KOKEN.

G ASDLENE ENGINE.

, (Application filed June 14, 1901.)

(No Model.) 4 Sheets-8heet I.

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No. 7l7 ,4l7. Patented Dec. 30, I902.

E. E. KOKEN.

GASOLENE ENGINE.

(Application filed June 14, 15-01.

(No Model.) 4 sheets-sham 2.

II' II mi yoRms wrrsas $0., PnoTq-uma. msnmamm 1 .0.

No. 7l7,4l7. Patented Dec. 30, I902.

E. E; KOKEN.

' GASOLENE ENGINE.

(Application filed June 14, 1991.) (No Model.) 4 Sheets-Sheet 3.

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No. 7|7,4l7. Patented Dec. 30, I902.

E. E KDKEN.

GASOLENE ENGINE.

(Application filed Jana 14; 1991. V (No ModelL) 4Sheets-Shaet 4.

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ERNEST E. KOKEN, OF ST. LOUIS, MISSOURI.

GASOLENEFENGINE- SPECIFICATION forming part or Letters Patent No.717,417, dated December 30, 1902. Application filed J'une 14, 1901.Serial No 64,498. (No model.)

To all whom, it may concern:

Be it known that'l, ERNEST E. KOKEN, a citizen of the United States,residing at the city of St. Louis, State of Missouri, have inventedcertain new and useful Improvements in Gasolene-Engines, of which thefollowing is a full, clear, and exact specification, such as will enableothers skilled in the art to which it appertains to make and use thesame, reference being had to the accompanying drawings, forming part ofthis specification.

The object 'of this invention is to provide a simple, reliable, andcompact motor which will utilize to a larger extent than has heretoforebeen attained the dynamic force of the motive fluid andjat the same timeincrease the smoothness of the running of the machine by impartingimpulses of power tothe crankshaft'at more than one point thereof,whereby the useof afly-wheel of undue size is avoided.

Another object of this construction is the elimination of thenoiseordinarilycaused by the clicking and hammering of cams and by the suddenexplosive expulsion of gases from the exhaust, as is usual in suchengines as now commonly constructed.

Thisinvention relates to new anduseful improvements in gasolene and oilengines; and its primary object is to provide adevice of this characteremploying both high and low pres sure cylinders, which communicatethrough anovel arrangement of both parts and valves.

With these and other objects in view the invention consists in the novelconstruction and combination of parts hereinafter more fully describedand claimed, and illustrated in the accompanying drawings, showing thepreferred form of. my invention, in which- Figure 1 is atop plan view.Fig. 2 is a longitudinal vertical section on the line 2 2 in Fig. 3 is aside elevation. Fig. 4 is a horizontal section on the line 4 4 in Fig.2. Fig. 5 is a vertical transverse section on the line 5 5 in Fig. 2.Fig. 6 is an end elevation. Fig.7 is a horizontal section through thevalvecasing near its baseon line 7 7 in Figs. Sand 11. Fig. 8 is atransverse section through the valve-casing and valve on line 8 Sin Fig.2. Fig; 9 is a tra'nsverse section through the valve-casing-and valve online 9 9 in Fig. 2.

Fig. lO is a transverse section through the valve-casing and valve online 10 10 in Fig. 2. Fig. 11 is a transverse section through thevalve-casing and valve on line 11 11 in Fig. 7. Fig. 12 is a horizontalsection on line 1212 in transverse section on theline 13 1.3 in Fig. 14.Fig. 14 is a horizontal section on the line 14 14 in Fig. 3, brokenaway. Fig. 15 is a detached view, to a reduced scale, of the upperright-hand portion of Fig. 3, showing the governor for controllingadmission of liquid and air to the engine. Fig. 16 is an enlargedvertical longitudinal section through the governor. Figs. 17 and 18 aretransverse sections,to enlarged scales,on lines 1717 and 18 18,respectively, in Fig. 16. Fig. 19 isa sectional detail view of thecheek-valve on the large cylinder as shown in Figs. 2, 5, and 6.

Referring to the figures of the drawings by numerals of reference, 1 isthe base, having standards 2 thereon, within which is journaled a shaft3, projecting from and journaled in the sides of a casing 4, formed withthe base 1. Cranks 5, two in number, are arranged upon the shaft,preferably circumferentially, oppositeto crank 5*, and a suitablefiy-Wheel 6 issecured to one end of the shaft. Within the upper end ofthe casing 4 are preferably formed two high-pressure cylinders 7 and 8and an intermediate low-pressure cylinder 9, the last-mentioned cylinderbeing larger in diameter than the cylinders 7and 8. Waterjackets 10inclose the high-pressure cylinders andare provided with suitable inletsand outlets. (Not shown.) A piston 11 is arranged is connected by meansof a piston-rod 12 with one of the cranks before referred to. ,Thepistons are preferably in the form of inverted cups, the rods 12 beingpivoted attheir innerends therein.

Secured upon the upper end of the casing of the cylinders is thevalvecasing 13 of the engine. Within this casing are formed sixchambers-e'. e., an inlet-chamber 14, an exhaust-chamber 15,explosion-chambers 16 and 17 for the cylinders 7 and 8, respectively,and two passages 18, which connect with the lowpressure cylinder 9.Ports 19 connect the cylinders 7 and 8 with the chambers 16 and .for thecylinder 9 and the passages 18. A

Fig. 8, the valve being omitted. Fig. 13 is a in each cylinder 7, S, and9, and each piston 17, and similar ports 20 perform like servicelongitudinally-extending partition 21 separates the inlet and exhaustchambers 14 and 15 and is intersected by the ports 20. This partition,together with small partitions 22,

incloses the passages 18 and their ports, as

shown in Fig. 2. The exhaust-chamber 15 extends along three sides ofeach passage 18 and lies between said passages and theexplosive-chambers 16 and 17. These latter are formed in the casingbetween its ends and the ends of partition 21. Water-jackets 23 arearranged at the sides of the chambers 16 and 17 and are provided withsuitable inlets and outlets. (Not shown.) A water-jacket 24 envelops thevalve-chamber 21 and communicates at its ends with the jackets 23. (SeeFig. 11.)

Above the upper edge of the partition 21 is formed a cylindrical passage25, which communicates through ports 26 with the inletchamber 14,through ports 27 with the passageslS, (see Figs. 8 and 10,) and throughports 28 and 29 with the exhaust-chamber 15. (See Figs. 9 and 11.)

Revolu'oly mounted in the passage is a revoluble valve formed of threetubular sections 30, 31, and 32. The end sections 30 and 32 project intothe explosion-chambers and are secured to shafts 33, journaled in thevalve-casing. The inner ends of these sections 30 and 32 engage the endsof the central section 30, and the three parts of the valve can thus berevolved in unison. By constructing this valve with a plurality ofsectional parts greater flexibility is obtained, with the result thatthe valve seats more tightly upon the ports in the casing.

That portion of each valve 30 and 32 which lies in the explosion-chamberis provided with a series of apertures 34, making same practically openand allowing same to communicate freely with their respective cylinders,while a longitudinally-extending slot 35 is formed in each of these twovalves adjacentto their inner ends and is adapted to register with theoutlet-ports 27, opening into the passages 18. (See Fig. 8.') The slots35 in the two valves are so arranged as to register with their ports 27alternately at regular intervals and with their ports 26 alsoalternately successively. A third aperture 36 (shown in Fig. 11) isprovided in each valve 30 and 32, and these are adapted to register withports 28 (see Figs. 11 and 12) as the slots 35 pass out of register withtheir ports. slot 35 in each end valve-section is so arranged as toregister with its ports 27 and 26 successively, the section 30 being atan opposite point of its rotation from section 32.

The ends of the central valve-section 31 lie within the chambers 18above the ports 20 and are provided with a series of apertures 37.Oppositely-disposed longitudinally-extending slots 38 are also arrangedin this valve-section and are adapted to register successively with theport 20 (shown in Fig. 9) and which communicates with theexhaust-chamber.

The

Beveled gears 39 and 40 are secured upon the shaft 3 and one of thevalve-shafts 33, and these gears mesh with gears 41 and 42, secured atopposite ends of a shaft 43, journaled in brackets 44, extending fromthe side of the casing 4. In this or any othersuitable manner rotarymotion is imparted from the crank-shaft 3 to the valves 30, 31, and 32during the operation of the engine, there being two revolutions of theshaft 3 to one revolution of the valve.

Projecting into each explosive-chamber 16 and 17 is a pin 45. Same isslidably mounted in a tube 46 to allow the arm 52 to pass said pin withease and without undue friction. A coiled spring 47 serves to hold thepin normally projected from the inner end of the tube 46 into the pathof arm 52, and a screw-cap 48 is provided as a meansfor delicatelyadjusting at will the. extent to which the pin projects into the path ofarm 52. The tube 46 is surrounded by a hollow plug, between thembeinginsulatingmaterial, the device being secured in position byscrewing the plug into the casing, the whole being readily removablefrom the valve-casing, while the nut 50 ordinarily holds the insulatingmaterial in place with the aidv of the flanges on plug 49.

In the inner tubular portion of the screw cap 48 are located pins 48,which extend through the sides of said tubular or hollowedout portion,and therefore move therewith. These pins pass on both sides of the pin45 and by reason of the head 45 prevent the latter from being pressedunduly inwardly by the spring 47.

The pin 45 is flattened at its extreme inner end at the point marked 45,which part is designed to come in contact with arm 52 to produce thespark. In order that said flattened portion may always be in the sameposition, I provide a place upon the surface of pin 45 exterior to thevalve-casing, where the circumference is broken, and a bearing-place 45,provided for a pin or set-screw 45".

To each shaft 33 is secured a collar 51, (see Fig. 14,) from whichextends a revolubly-adjustable lateral arm 52. These arms are adapted,when the shafts 33 are turned, to contact with the pins 45 and pressthem inward, and when the shaft and the pins are respectively connectedto the two wires of an electric circuit it will be readily understoodthat a spark will be made each time the arms 52 and their pins 45 arebrought into and removed from contact with each other. The adjustablecollars permit the arms to be so set as to produce early or lateexplosions.

An inlet-pipe 53 and an outlet or exhaust pipe 54 communicate with thechambers 14 and 15, respectively. Within the inlet-pipe is located avalve of peculiar construction having a governor whereby such an amountof explosive mixture is admitted to the enengine at all times as toinsure uniform speed. This governor is constructed as follows: An

air-inlet port 55 is arranged on one side of the pipe 53, and extendinginto the opposite side of the inlet-pipe 53 is a pipe 56 for conductinggasolene or oil 'to the engine. This pipe communicates with a shortvertical tube 57, arranged in the center of the pipe 53 and open atboth'ends. The lower end is normally closed by a valve 58, arranged atthe inner end of the stem 59, bearing at its lower end a piston 60,located in the outlet end of pipe 53 below the openings 53", and aspring 61 serves to hold the valve 58 normally seated and openings 53normally closed by the'piston 60. In the drawings the valve is shownopen, as when the inlet occurs. Gross-strips 62 serve as supports forthe tube 59. A red 63 extends into the upper end of the tube 57, and itslower end 64 is cored out and slotted at one side, as shown in Fig. 16.It will thus be seen that when the slotted portion is adjacent tocorresponding slot at the inner end of the pipe 56 gasolene or oil canflow into the tube 57 through the slot 57 therein and downward; but wherthe rod 63 is given a turn the flow of gasolene is retarded or elseentirely cut off (according to the amount of turn given) by that portionof the end 64 remaining opposite slot 57. The rod 63 extends upwardthrough the pipe 53, and a cupshaped plunger 65 is secured thereto andslidably mounted in the pipe. This plunger normally rests just above theair-inlet 55, a spring 66 holding the same and the rod 63normallyraised. Asleeve67isrevolublymounted. upon the upper portion ofthe pipe 53, and the arms 68 extend from opposite sides thereof. Pivotedto these arms are weighted bell-Gran k arms 69, the inner free ends ofwhich engage a collar 70, loosely mounted on the rod 63 and bearing on aflange 71 inclosing the rod. A beveled gear 72 is secured to the sleeve67 andmeshes with a similar gear 73, secured to one end of a shaft 74.This shaft is journaled in an arm 75, extending from the pipe 53, and apulley 76 is secured to the outer end thereof. Motion is imparted tothis pulley and its shaft through a cord or belt 77, which passes over apulley 78, secured to the shaft 3, adjacent to the fly-wheel 6. Awormwheel 79 is secured to the upper end of rod 63 and is engaged by asecond wheel 80, mounted in abracket 81, extending from tube 63 By meansof this worm-gear the rod may be slowly turned, thereby gradually shutting off or opening the gasolene-inlet 56. An air-inlet port 82 isprovided for the intermediate or low-pressure cylinder 9. This port isprovided with a valve 83, which is held normally seated by a spring 84.

During the operation of the engine the sleeve 67 and governor-arms 69are revolved from the shaft 3 through belt 77 and gears 72 and 73. Theweights of arms 69 will be thrown outward by centrifugal force, therebypressing the collar downward and slidingrod 63 in pipe 53. The movementof the rod will be in proportion to the speed of the engine, as isobvious, and as the rod slides inward the inlets 55 and 56 and 57 arepartly or entirely closed by the plungers 65 and 64, respectively. Byturning the worm-gear 79 80 the rod 63 can be revolved, so as toregulate the proportion of gasolene or oil and air to be supplied to theengine. The gasolene or oil flows down into the tube 57 and, opening thevalve 58, passes into pipe 53 and mixes with air, which is admittedthrough port 55. This mixture flows through valve 60 and into theinlet-chamber 14. Motion, as hereinbefore described, is imparted to thevalves 30, 31, and 32 from shaft 3 through shaft 43 and gears 39, 41,42, .and 40 or other suitable means, and as these valves revolve theexplosive mixture will flow through a slot 35 and into valve 30 as soonas said slot registers with its port 26. The downward movement of thepiston 11 incylinder 7 draws the gas from valve 30 via apertures 34, andupon the return of the piston the gas is compressed in theexplosion-chamber 16. When the compression is nearly at its height, thearm 52 of the igniter swings into contact with the stem 45 and causesthe formation of a spark, which explodes the gas. The expansionresulting from the explosion forces piston 11 of cylinder 7 outward, andat the extremity of its travel slot 35 moves into register with port 27and permits the gas to flow from the explosion-chamber through the valve30 and into passage 18 and its port 20. A slot 36 in valve 30 registerswith port 28 just as slot 35 passes out of register with port 27, andall burned gases remaining in the explosion-chamber 16 arethus enabledto pass directly into the exhaust-chamber 15.

The construction of valve herein provided permits such adjustment thatthe valves are open during almost the entire time during which thestroke of the piston is taking place for the intake or expulsion ofgases.

7 The gas which enters port 20 passes into the low-pressure cylinder9,.and if enough gas is not supplied thereto to prevent the formation ofa vacuum as the piston in said cylinder moves outward air will be suckedinto the cylinder through the valved inlet 82. Upon the return movementof the piston in cylinder 9 the gas will pass into the apertures 37 invalve 31, and a slot 38 in said valve will move into register with itsport 29, thereby permitting the gas to flow into the exhaust-chamber.The valves 30, 31, and 32 are so arranged that explosive mixture isadmitted to the cylinders 7 and 8 alternately; but the course of themixture is the same as the above'described when admitted to eithercylinder 30 32.

The engine is started by turning the wheel 6 manually.

In the foregoing description I have shown the preferred form of myinvention; but Ido not limit myself thereto, as I am aware thatmodifications may be made therein without departing from the spirit orsacrificing the advantages thereof, and I therefore reserve the right tomake such changes as fairly fall within the scope of my invention.

I hereby reserve to myself the right hereafter to file applications andobtain patents for the speed-regulating device or governor hereinbeforedescribed and also for the form of sparking igniter described above,same being herein described only in order that my improvedexplosive-engine may be seen in its entirety.

I claim- 1. The combination with a high and a low pressure cylinder andan inlet and exhaust chamber; of a rotary valve for the high-pressurecylinder adapted to serve as a means for communication from theinlet-chamber to the said cylinder, and from said cylinder to thelow-pressure cylinder and to the exhaustchamber successively.

,2. The combination with a high and a low pressure cylinder, and aninlet and exhaust chamber; of pistons in said cylinders, a shaftoperated thereby and a revoluble valve for the high-pressure cylinderoperated from said shaft, and adapted to serve as a means forcommunication from the inlet-chamber to the said cylinder, and from saidcylinder to the low-pressure cylinder and to the exhaustchambersuccessively.

3. The combination with a high and a lovx pressure cylinder, and aninlet and an exhaust chamber; of a valve-casing, ports connecting theinterior of said casing and each cylinder, and a revoluble tubular valvefor each cylinder, said valves having apertures one of which iscontinually open to the port of its cylinder, the high-pressure valvebeing provided with apertures adapted to register successively with aport of the inlet-chamber, a port of the low-pressure cylinder, and aport of the exhaust-chamber.

4. The combination with high-pressure cylinders, an intermediatelow-pressure cylinder, and an inlet and exhaust chamber; of a rotarytubular Valve to each cylinder, said valve having apertures constantlycommunieating, through ports, with their respective cylinders, thehigh-pressure valves having apertures adapted to register successivelywith ports of the inlet-chamber, the inletport of the low-pressurecylinder and the exhaust-chamber, and the remaining valve havingapertures adapted to register successively with the exhaust-port.

5. The combination with a high-pressure and an intermediate low-pressurecylinder; of a valve-casing thereabove having an explosion-chambercommunicating with each highpressure cylinder, a tubular rotary valve toeach cylinder, and a sparker in each explosive-chamber, said valveshaving apertures constantly communicating, through ports, with theirrespective cylinders, the high-pressure valves having apertures adaptedto register successively with ports of the inletchamber, the inlet-portof the low-pressure cylinder and the exhaust-chamber, and the remainingvalve having apertures adapted to register successivelywith theexhaust-port.

6. The combination with a high and low pressure cylinder, and an inletand exhaust chamber; of a valve-casing, ports connecting the interior ofsaid casing and each cylinder, a revoluble tubular valve for eachcylinder, said valves having apertures one of which is continually opento the port of its cylinder, the high-pressure valve being provided withapertures adapted to register successively with the low-pressurecylinder and the exhaust-chamber, and the remaining valve havingapertures adapted to register successively with the exhaust-port, avalve to admit air to the low-pressure cylinder, when the pressuretherein falls below that of the atmosphere, pistons in the cylinders, ashaft operated thereby and means for revolving the valves from theshafts.

7. In an engine the combination of a plurality of sections to arevoluble Valve with a plurality of cylinders, said valve-sections beingadapted to govern the admission and exhaust of fluid into and from saidcylinders.

8. In an engine the combination of a plurality of cylinders and arevoluble valve consisting of a plurality of sections, said sectionsengaging each other so as to rotate synchronously, and being adapted tocontrol the admission and exhaust of fluid into and from said cylinders.

In testimony whereof I have hereunto affixed mysignatu re, in thepresence of two Witnesses, this 3d day of June, 1901.

ERNEST E. KOKEN.

Witnesses:

HUGH K. WAGNER, E. REIcENsTEIN.

